Valve-gear



(No Model.) 2 Sheets-Sheet 1.

G. M. CONWAY.

VAL VE GEAR.

N0. 298, 8Z8. Patent (No Model.) 2 Sheets-Sheet G. M. CONWAY.

VALVE GEAR.

No. 298,828. Patented May 0; 1884..

llEirTEn hTETEs PATENT Unmet...

GEORGE M. CONWAY, or MILWAUKEE, WISCONSIN.

VALVE GEAR.

SPECIFICATION forming part of Letters IEatent NO. 298,828, dated May 20, 1884.

Application filed August 15, 1883. (No model.)

To aZZ whom it 142/04} concern.-

Be it known that I, GEORGE M. CONWAY, of Milwaukee, in the county of 1\Iilwaukec,and in the State of \Viseonsin, have invented certain new and useful Improvements in Valve- Gear Steam-Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

- My invention relates to steam-engines, and will be fully described hereinafter.

In the drawings, Figure 1 is a perspective view of an engine embodying my improvements, and Fig. 2 is a perspective view of a portion of the cylinder.

A is the cylinder of my engine, and Bis the steam-chest that connects the throttle -valve with valvechambers.

B are the induction-valve chambers, and C is an induction-valve. Each chamber B is provided with a valve, 0, and a slotted valveplate, O,which latter is clamped to its seat in the side of the cylinder-casting by the bolts I), that secure the valve-chamber upon it; but before the chamber B is secured in place the valve-stem D is passed up through the opening 0 in the valve-chamber in position to be straddled by the bifurcated lugs (Z cl. A clamp, d, is adjustably secured on the upper end of the stem D, and rests upon the lug d, and the lower lug (2 takes the stem just above a washer 011 the top of a piston-like enlargement, B, on the stem D, so that the valve may be lifted by the upward stroke of the stem and drawn down by the downward stroke of the stem.

cl is a collar that forms the gland of the guide and stuffing-box for the valve-stem D, and this gland is secured to the under side of the valve-chamber by suitable clampingbolts. The lower end of each valve-stem D is provided with a hub and screw-threaded projection, the latter to receive the upper end of a yoke, E, and each yoke E carries a dash-pot, E, on its lower end, and has a trip, E pivoted between its sides, which trip is held in the position shown in Fig. 2 by a spring, 0, which is attached to it near and beneath its axis and abuts against the top of the dash-pot.

\Vhile Ihave described only one inductionvalve chamber, I use two of course-one at each end of the cylinder-and both are connected. with the throttle by the chest 13. The

trips E are each cast or otherwise provided with an offset, E that projects out from between the sides of its yoke, and the face of each trip is squared out to receive a hardened contact-plate c, and to leave a space for the end of a beam, F, to project into beneath the contact-plate. The beam F may also be provided at each end with contactplates f.

Gis a channel-plate, and G G are brackets that are bolted to the ehannel-plateone near each end-and to each of these brackets I pivot trippers H H, respectively. The tripper H has a finger, h, that curves out from a point just above its axis in position to depend over the offset E of one of the trips E and also a finger, it, that curves in and down from under its axis in position to engage with the face of the offset E while its handle projects up to receive a red, I, that connects it with a bell-crank lever, K, that connects it through a rod, K with the governor-slide. The tripper H has also fingers h h; but the handle projects downward from the axis upon which the tripper turns, and is connected by a rod, I, with bell-crank lever K. The rods I I are connected with the arm K of lever K by eyes that work upon wrists extending out at either side of its lower end, and the lever itself turns upona stud that projects out from a bracket, Z, on the under side of the frame of the engine. The arm K? is connected with the governor-slide by a rod, K and a stud,

k, which projects from the slide through a slot in the governor-stand.

L is the pulley through which the speed of the engine is communicated from the drix ingshaft to the shaft L, by which the governor is driven, a belt, L", connecting the drivingshaft L with the shaft L. To the under side of the end of arm K I secure a rod, m, that connects with a dash-pot, m. The beam Fis trunnioned in upright brackets F, between which it works, and its trunnions F extend out beyond the brackets to take crank-arms M M. The arm M is connected with the ec centric N on the driving-shaft by a sectional rod, N, which is supported at the points where thesections join by an oscillating bracketarm, 1W, and through this rod N the beam is escillated by the eccentric N to cause it to operate 2o 1 bore, to receive a bolt, q, which is of such the eduction-valves through arms M and stems r r, so that when the beam F opens an induction-valve its arm closes the eductionvalve at that end of the cylinder A and opens the eduction-valve at the other end. I

P is a block for connecting the two eductioir valve stems 0 o. It consists of a square cen ter piece, 9, having key-shaped wings 1), that are partly separated from the center piece by a cut on each side of the metal after a hole has been bored in each end of the block that extends into the center. These wings are slit horizontally from their square edges into the bore. A hole is then bored down through the slit portion and tightening-bolts 19 passed through them, so that after the ends of the valve-stems r 1' have been inserted they may be clamped tightly in place. Through the center of the block I, I make a transverse length that when passed through the block I? it extends far enough to take a sleeve, q, followed by a binding-nut. This bolt passes through the-squared eye of the crank-arm M, and then a boxing is fitted in about the sleeve to be held in place by the binding-nut. The boxing fits loosely in the eye of the crank-arm, so that it may have a slight amount of vertical play, as it turns on the bolt q, when the arm M oscillates to compensate for the radius described by the arm, a suitable liner being interposed to prevent horizontal play, and

this liner is advanced to take up the wear by a set bolt or screw, q"'.

The operation of my tripping mechanism is as follows: WVhen the steam is let into the cylinder, as it drives the piston out, the shaft L begins to turn, and through eccentric N and rod N draws upon the arm M, and depressing one end of beam F raises the other end,which lifts the trip E, as shown in Fig. 2, until its offset E strikes the arm h of trigger H,Which throws the trip off of beam F and permits the yoke E and valve-stem to drop while that end ofbeam F finishes its stroke, its opposite end going down into position to engage with the trip of the opposite yoke. The engine at the start has a very slow motion, and to prevent the governor-balls from dropping before the engine has gained its momentum I provide a disk, that has a slot, W, and edge flattened on one side. The slot kipasses just beyond the center one way, but extends nearly to flattened edge of the disk, and therefore will re main in the position it is turned to whether with the flattened edge immediately above the pivot orthat part immediately below it. Now, when the flattened portion of the disk is on top of the pivot, the stud is will be free to fall and permit the stem to drop so low that the arms h h of the triggers H will strike the face of the offsets E and throw the trip E out of the line of travel of the ends of beam F, and therefore the valve-stems will not be lifted by the beam, and no steam will be admitted to the cylinder; but should the disk be turned so as to carry the thickest portion of the disk up under stud k, then stud 70 will hold the governor so high that the arms h will not strike the offsets E of the trips, and at the same time it would cause the rods I I to thrust on the handles of the triggers and lift the arms hso high that the trips in engagement will not clear the beam until the piston has made a full stroke; but as the engine gains momentum and the balls of the governor rise, they will begin to draw upon the rods I and handles of the triggers H, to get the arms h in such a position that they will throw the trip E off the beams to regulate the admission of steam to the cylinder according to the speed required;

and after the engine has acquired sufficient momentum the disk is may be turned so that its flat portion will be on top, so that if the governor-belt should get out of gear and permit the governor-balls to fall they may fall so far that the arms h will be thrown onto the faces of trips E when they will throw the trips back in 'such a position that the ends of beam F will not engage with catch-plates e, and the valves will not be opened to admit steam to the cylinder, and the engine will stop with the throttle-valve wide open.

I cast cylinder A with depending flanges a on each end, and to these I bolt the exhaustchambers A, the upper sides of which form the seats A for the eduction-valves, and the eduction-ports a lead into the chamber made by the flanges a near the heads A of the cylinders, and these heads are set into their places so that their centers will project out over the ports a, but are hollowed out to permit a free flow of the steam; but Ido not claim any peculiarities in the construction of the cylinder or devices for connecting the exhaust -chamber with it and the inductionvalve, as I propose to make this the subject of a separate application.

It will be observed that the cylinder is supported by exhaust pipes G*, that connect through the channel-plate Q with outlet-pipes G that pass through the foundation, and that the channel-plate supports all the valve-operating parts; but this I do not claim herein, as

I propose to make this also the subject of a separate application.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. The combination, with a beam, F, of trips connected with induction-valves, and trippers connected with the governorstem, the latter adapted to throw the trip off the beam, either after a determined limit of speed has been attained or when the governor-arms become stationary and drop, as set forth.

2. The trip having offsets E and springs e, and connected with the induction-valve stems, in combination with trippers H H, having arms h h, and connected with the governorstem, as set forth.

3. The yokes, carrying dash-pots and trips, and connected with the induction-valves by stems D, in combination with beam F and the trips and trippers, as set forth.

5 4. The beam F, having an arm connected with an eccentric on the driving-shaft and an arm, M, connected with the stems of the ednction-yalves, in combination with the induction-valve stems and trips connecting them [0 with it, as set forth.

5. The combination, with the governor-stem having stud k, of the slotted disk 7'." and the tripping mechanism, as set forth.

6. The combination,with the ednctionyalve stems, of a block, P, connecting them with I 5 each other, arm m, and the beam F, as set forth.

7. The induction -va1ve having bifurcated lugs, in combination with a Valve-stem and adjustable clamp, as set forth. 20

In testimony that I claim the foregoing I have hereunto set my hand on this 28th day of April 1883, in the presence of two witnesses.

GEO. M. OONVVAY.

Witnesses:

S. S. STOUT, H. G. UNDERWOOD. 

